Guide-cooling system



' Aug: 10 1926.

- HLJCOLE A 'GUIDEUCQOLING SYSTEM Filed Sept. I

WITNESS:

3 Sheets-$heet 1 7 I'Aug. 101926.

' L. ,COLE ET AL GUIDE COOLING SYSTEM Filed'Sept. 4 1925 3 Sheets-Sheet2 Aug. 10,1926; 1,595,452 1 couz ET AI V GUIDE COOLING'YSYSTEM FiledSept. 4, 1925 3 Sheets-Sheet 3 lalo d we S.A Morris 0 v INVENTORSWITNES:

Fri o iftimn:

LLOYD COLE Ali?) SAMUEL A. MORRIS, 9F PA NHUSKA, OKLAHOMA.

GUIDE-COOLING SYSTEM.

Application filed September t, 18535.

In locomotives and similar devices, the he? ll connected to the pistonrods of the cylinders reciprocating on the guide rail cause the saidrails to become intensely heated and also to burn babbitt out of gibsand to create knocking which is very objectionable. When the locomotiveiravels ahead the greatest amount of friction, and consequently heat, isapplied by the cross head to the upper rail, and when the locomotive isreversed the lower guide rail is subjected to friction and heat. It may,therefore, be considered the primary object of this invention tomaintain the guide rails for the cross heads of locomotives or the likein a comparatively cool condition, by the introduction 01 a continuousflow of a cooling agent therethrough.

It is a "further object of the invention to provide means forintroducing cooling agent through conduits in the guide rails for thecross heads of an engine which is actuated by the reciprocation of thesaid cross head.

To the attainment of the foregoing the invention consists in theimprovement as hereinafter described and definitely claimed.

Tu the drawings Figure 1 is a side elevation illustrating theapplication of our improvement.

Figure 2 is a top plan view thereof with parts broken away.

Figure 3 is a sectional of Figure 1,

Figure 4: is a sectional of Figure 1.

Figure 5 is a sectional 55 of Figure 4:.

Figure 6 is a side elevation showing the manner in which the coolingfluid may be talren directly from the engine tender.

Figure 7 is an elevation to illustrate the manner in which the fluid maybe influenced by air pressur Figure 8 is a sectional view through theair nozzle casing.

ll hile in the drawings we have illustrated the improvement only inconnection with the upper guide rail of the cross head it is obviousthat the same may be likewise applied to the lower guide rail. However,as the locomotive mostly travels ahead, the importance of over-heatingof the upper guide rail will be appreciated. Also in the certain figuresof the drawings we have illusview on the line view on the line view onthe line Serial No. 54,520.

trated the fluid conducting means arranged on the upper guide rail.

Referring now to the drawings in detail, and to Figures 1 to 5 inparticular, the numeral 1 designates a cylinder, of a locomotive. Thecylinder has arranged therein the usual piston, reciprocated in theusual manner. The rod for the piston is indicated by the numeral 2 andthis rod is adjustably secured on a boss that projects from the inneredge of a cross head 3. The cross head has pivotally secured thereto theusual connecting rod 4. The upper and lower edges of the cross headshave secured thereon shoes, commonly termed gibs. These shoes 5 arecentrally grooved for the reception of the upper and lower guide rails 6and 7, respectively, which project from and are usually "formed with thecylinder 1.

Mounted on the upper guide rails 1, there is a pump 7. The pump may beconstructed in any desired manner and has both its inlet and outletconduits provided with valves, whereby the sucker rod or piston in thepump will, upon its strokes, draw a cooling fluid thereinto and ejectthe said fluid therefrom. The outlet pipe for the fluid is indicated bythe numeral 8. This pipe is directed toward the cylinder 1 and isdisposed above the guide rail 8. The pipe has a downwardly eXtendingbranch 9' connected with a conduit 10 which communicates with atransversely arranged chamber 11 in the guide rail 6. The chamber hascommunicating therewith longitudinally arranged cone duits 12 formed inthe said guide rail, and these conduits communicate with a secondchamber, similar to the chamber 11, in the guide rail. The lastmentioned chamber is provided with a conduit similar to the conduit 10to which is connected a pipe 13 The pipe 13 has an angle branchconnected to and communicating with the top of a supply tank or radiator14, and the outlet pipe between the tank 14 and the pump 7 is indicatedby the numeral 15. The rod for the sucker or piston of the pump 7 isindicated by the numeral 16. This rod has its outer end formed withlaterally extending arms 17, respectively, and these arms pass tl roughelongated slots 18 formed in the outer ends of levers 19. Each lever 19is pivoted, as at 20, to the sides of the rail 6, and each lever has itslower end received between spaced pins 21 on the sides of the cross headOf course, the supply tank for the cooling fluid is provided with anormally closed inlet opening. The fluid may be water or any otherliquid cooling agent. The reciprocation of the cross head 3 will swingthe lever 19, causing the rod 16 for the sucker or piston in the pump,to be reciprocated. Thus the pump will draw fluid from the tank l t andforce the said fluid through the pipes 8 and 9 into the chamber 11, andfrom thence through the conduits l2, returning the said fluid throughthe pipe 13 to the tank l-l. In this manner it will be noted that acontinuous flow of fluid is maintained as long as the locomotive is inoperation. The fluid, when reentering the tank 14: will become cool, andfor this reason we have stated that the said tank is in the nature of aradiator. The continuous flow of fluid through the rail 6 will preventthe overheating of the said rail.

In Figure 6 the guide rail is constructed as previously described, butthe means for introducing a cooling fluid therethrough is different. Inthis figure a portion of a locomotive is indicated by the numeral 50,the tender therefor by the numeral 51, From the water compartment in thetender 51 there leads a pipe 52 that is directed to a turbine 53, andfrom thence to the fruit I inlet for he rail 54.. The turbine isactuated by steam pressure from the boiler of the locomotive. The returnpipe from the rail 54: to the top of the water compartment, is indicatedby the numeral 55, and the overflow pipe for the turbine by the numeral56.

In Figure 7 of the drawings a water containing tank is indicated by thenumeral 57, the pipe leading therefrom to the" inlet for the upper rail58 is indicated by the numeral 59. The outlet fluid pipe is indicated bythe numeral 60. In this pipe there is a coupling 61 having an anglebranch 62 that receives therein a nozzle 6-3 connected with a pipe Getthat leads to a source of air under pressure. The passage through thepipe 64: is controlled by a valve 65 and screwed in the coupling 61there is a pipe 67 that communicates with the top of the tank 57. Thepressure of air of course causes the water to continuously circulatebetween the tank 57 and the rail 58, while the steam actuated turbine 53imparts a like continuous circulation of water between the rail 54 andthe water compartment in the tender 51.

I' e have disclosed several methods by which the water or like coolingfluid is circulated through the rail but we do not wish to be restrictedto the precise features of construction herein disclosed and holdourselves entitled to make such changes therefrom as fairly fall withinthe scope of What we claim.

Having claim 1. The combination with a locomotive having guide rails forthe cross head which is reciprocated by the piston rod of said 10-comotive, said rails having longitudinal conduits, and means for forcinga cooling fluid through said conduits.

2. The combination with a locomotive having guide rails for the crosshead which is reciprocatcd by the piston rod of said locomotive, saidrails having longitudinal conduits, and means actuated by thereciprocation of the cross head for forcing a cooling fluid through saidconduits.

3. Guide rails for the cross head of a locomotive or the like, saidrails having longitudinal conduits extending a determined distancetherethrough and merging into transversely arranged chambers in the saidrails, pipe members connected with the chambers, a tank containing acooling fluid to which one of said pipe members is connected, a pumphaving a pipe connection with the tank and to which the second of thefirst mentioned pipe members is connected, valves controlling the inletand outlet ports in the pum 3, a plunger in the pump having a rodextending through one end thereof, said rod having lateral extensions onthe outer end thereof, levers pivotally secured to the sides of theguide rails having slots through which the lateral extensions of theplunger rod pass and spaced elements on the sides of the cross headcontacting with the op posite edges of the levers for swinging the saidlevers to reciprocate the plunger in the pump when the cross head isoperated.

at. The combination with a locomotive having guide rails for the crosshead which is reciprocated by the piston rod of the locomotive, saidrails having longitudinal conduits having widened passages at the endsthereof, and means for forcibly injecting a cooling fluid into one ofthe passages to cause the said fluid to continuously circulate throughthe conduits and between both of the passages.

In testimony whereof we afliX our signatures.

LLOYD COLE. SAMUEL A. MORRIS.

described the invention, we

